Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
  • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
  • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
  • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
  • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
  • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
  • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
  • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
  • B60K6/48—Parallel type
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
  • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
  • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
  • B60K6/54—Transmission for changing ratio
  • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
  • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
  • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
  • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
  • B60K6/48—Parallel type
  • B60K2006/4825—Electric machine connected or connectable to gearbox input shaft
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
  • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
  • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
  • F16H2003/0803—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with countershafts coaxial with input or output shaft
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H2200/00—Transmissions for multiple ratios
  • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
  • F16H2200/0065—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising nine forward speeds
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H2200/00—Transmissions for multiple ratios
  • F16H2200/0082—Transmissions for multiple ratios characterised by the number of reverse speeds
  • F16H2200/0086—Transmissions for multiple ratios characterised by the number of reverse speeds the gear ratios comprising two reverse speeds
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/62—Hybrid vehicles
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
  • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
  • Y10T74/00—Machine element or mechanism
  • Y10T74/19—Gearing
  • Y10T74/19219—Interchangeably locked
  • Y10T74/19228—Multiple concentric clutch shafts

Definitions

• the invention relates to a dual clutch transmission in Vorgelegebauweise according to the closer defined in the preamble of claim 1 and the patent claim 24.
• a known from practice dual clutch transmission in countershaft design for displaying various translations for forward and reverse driving is performed with a transmission central shaft, a concentric hollow shaft arranged thereon, a countershaft and two load switching elements. Both load switching elements are on the input side with a drive unit in operative connection. One of the two load switching elements is the output side connected to the transmission central shaft, while the other of the two load switching elements output side is connected to the transmission hollow shaft.
• the transmission central shaft and the hollow shaft gear are connectable to the countershaft to represent a translation via gear stages, which can be switched on and off via switching devices in the power flow. In addition, several switching devices each associated with two gear stages.
• a dual-clutch transmission with a double clutch whose input side can be driven by a drive shaft of a drive machine and whose output sides are in drive connection with one of two coaxially arranged transmission input shafts is known from DE 10 2005 005 163 A1.
• the dual-clutch transmission is formed with an intermediate shaft or exactly one countershaft and has fixed to waves or rotatably mounted fixed or loose wheels and the loose wheels associated switching packages. About the switching packages, the loose wheels for the realization of translations or translation stages with the respective associated shaft rotatably connected.
• the switching packets are each assigned to two non-consecutive courses.
• the present invention is therefore an object of the invention to provide a dual clutch transmission in countershaft design available, which has a small space requirement both in the radial direction and in the axial direction and by means of which more than seven translations for forward drive can be displayed.
• this object is achieved with a dual-clutch transmission with the features of claim 1 and with the features of claim 24.
• the dual-clutch transmission according to the invention in the countershaft design is designed with a central transmission shaft, with a hollow shaft arranged concentrically therewith, with exactly one countershaft and with two power shift elements. Both power shift elements are the drive element of the dual-clutch transmission on the drive side with a drive unit in active Connectable.
• One of the two load switching elements is the output side connected to the transmission central shaft, while the other of the two load switching elements output side is connected to the transmission hollow shaft. Accordingly, a speed of the drive unit can be transferred by selectively closing the two load switching elements either on the transmission central shaft or on the transmission hollow shaft.
• the transmission central shaft and the hollow shaft gear are connectable to the countershaft to represent a translation via gear stages, which can be switched on and off via switching devices in the power flow. Furthermore, a plurality of switching devices each associated with two gear stages.
• a coaxially arranged hollow shaft is provided on the countershaft, which is rotatably coupled via one of the switching devices with the countershaft and are rotatably connected to the at least two gears of the gear stages.
• On the transmission central shaft or the transmission hollow shaft coaxially arranged thereon further hollow shaft is provided, which is connectable via one of the switching devices with the transmission central shaft or the hollow shaft gear and rotatably connected to the at least two further gears of the gear stages.
• At least three translations can be represented by switching element-side connection of in each case three of the gear stages in the power flow, via which a translation can be represented by each switching element-side connection in the power flow.
• the execution of the dual clutch transmission according to the invention with exactly one countershaft and arranged on the transmission central shaft or hollow shaft shaft and the other provided on the countershaft hollow shaft offers in connection with the representation of at least three translations as so-called Windungs réelle the possibility of a variety of translations, preferably at least nine gear ratios for forward travel, with low radial and axial space requirements and additionally with low total weight of the dual clutch represent getriebes and a prime mover, preferably an internal combustion engine to operate in the desired extent in their optimal operating range.
• the dual-clutch transmission according to the invention is characterized by a good load switching capability due to its design and can also be combined with an electric machine in a structurally simple manner.
• two of the gear stages to be engaged in the power flow for the purpose of displaying the three transmission stages are each identical and the respective third gear pair varies. Due to the multiple use of the gear stages a variety of translations at the same time low space requirement of the dual clutch transmission is displayed.
• the dual clutch transmission according to the invention in the countershaft design, which is formed with a transmission central shaft, with a hollow shaft arranged concentrically therewith, with exactly one countershaft and with two power shift elements, are both load switching elements as starting element of the dual clutch transmission on the drive side with a drive unit operatively engageable.
• One of the two load switching elements is the output side connected to the transmission central shaft, while - the other of the two load switching elements output side is connected to the transmission hollow shaft.
• a speed of the drive unit by selectively closing the load switching elements can be transferred either to the transmission central shaft or transmission hollow shaft.
• the gear central shaft and the gear hollow shaft are connectable to the countershaft to represent a gear ratio via gear stages, which can be switched on and off via switching devices in the power flow. In this case, a plurality of switching devices each associated with two gear stages.
• FIG. 1 shows a wheel diagram of a first exemplary embodiment of the dual-clutch transmission according to the invention
• FIG. 2 shows a switching matrix of the dual-clutch transmission according to FIG. 1;
• Fig. 3 is a tabular overview of the association between switching elements of switching devices and gear stages of the dual clutch transmission of FIG. 1;
• FIG. 4 shows a wheel diagram of a second exemplary embodiment of the dual-clutch transmission according to the invention
• FIG. 5 shows a gear diagram of a third exemplary embodiment of the dual-clutch transmission according to the invention.
• FIG. 6 shows a wheel diagram of a fourth exemplary embodiment of the dual-clutch transmission according to the invention.
• Fig. 1 shows a dual clutch transmission 1 in Vorgelegebauweise with 17 gears, with a transmission central shaft 2, with a concentric hollow shaft 3, with exactly one countershaft 4 and with two load switching elements K1, K2, which are designed here as frictional multi-plate clutches.
• 5 designated input elements of the load switching elements K1, K2 are connected to a drive unit, not shown in the drawing, for example, an internal combustion engine of a vehicle drive train, connected or operatively connected.
• a designated 6 output element of the load switching element K1 is connected to the transmission hollow shaft 3, while a designated 7 output element of the load switching element K2 is rotatably coupled to the transmission central shaft 2.
• the structural design of the two load switching elements K1, K2 shown in the drawing is to be regarded as exemplary and is at the discretion of the skilled person.
• the two driven input elements 5 of the load switching elements K1, K2 are here exemplified as a common for both load switching elements K1, K2 outer plate carrier and the two output elements 6, 7 of the load switching elements K1, K2 respectively as an inner disc carrier.
• the transmission central shaft 2 and the hollow gear shaft 3 are to represent in more detail in Fig. 2 listed nine translations “1” to “9” for forward drive and two translations "R1", “R2” for reverse over exactly eight gear stages ZP2, ZP3, ZP4, ZP5, ZP6, ZP7, ZP8 and ZPR, which are connected to the power flow of the system via exactly five switching devices SE1 to SE5
• Dual clutch transmission can be switched on and off, with the countershaft 4 connectable.
• the eight gear stages ZP2 to ZPR form exactly eight toothed planes arranged side by side in the axial direction.
• the five switching devices SE1 to SE5 are each assigned two gear stages ZP7, ZP3 or ZP3, ZP5 or ZP5, ZP6 or ZPR, ZP2 or ZP8, ZP4.
• the switching devices SE1 to SE5 are in the present case designed as so-called double synchronizers and each comprise two switching elements S1, S2 or S3, S4 or S5, S6 or S7, S8 or S9, S10, via the in each case at least one of the gear stages ZP2 to ZPR can be coupled to the transmission central shaft 2, the hollow gear shaft 3 or the countershaft 4 and in whose range differential speeds can be compensated or reduced to a certain extent.
• a coaxially arranged hollow shaft 8 is provided, which is rotatably connected via the switching element S2 of the switching device SE1 with the countershaft 4 and connected to the present in each case a gear 31 of the gear stage ZP3 and a gear 51 of the gear stage ZP5 rotationally fixed. Furthermore, in the present case on the hollow gear shaft 3 to a coaxially arranged further hollow shaft 9 is provided, which is non-rotatably connected via the switching element S3 of the switching device SE2 with the hollow shaft 3 and with the other gear 32 of the gear stage ZP3 and a gear 71 of the gear stage ZP7 rotatably are connected.
• the target transmission currently to be engaged is preselected in the area of a partial transmission 10 or 1 1 currently present in the no-load operating state by appropriately opening and closing the respective shift elements S1 to S10, and then the currently closed load switching element K1 or K2 transferred to an open operating state, while the currently open load switching element K2 or K1 is transferred during an overlap circuit in its closed operating state.
• the translations "2" to "8" for forward drive and the translation "R2" for reversing are in the dual clutch transmission 1 each by sole switching element-side connection of the gear pairs ZP2, ZP3, ZP4, ZP5, ZP6, ZP7, ZP8 or ZPR representable.
• the first translation "1" for forward drive is represented by simultaneous switching element-side connection of the three gear stages ZP3, ZP5 and ZP2 in the power flow of the dual clutch transmission 1 and thus represents a so-called Windungsgang.
• the ninth translation "9" for forward drive by simultaneous switching element-side connection of the three gear stages ZP5, ZP3 and ZP7 inserted in the dual-clutch transmission 1 while the translation "R1" for reverse drive by simultaneous switching element-side connection of the three gear stages ZP3, ZP5 and ZPR present in the dual-clutch transmission 1.
• the ninth translation "9" for forward drive and the translation "R1" for reverse drive so-called Windungsrud represent.
• the two gear stages ZP3 and ZP5 are always to indicate the three translations "1", “9” and “R1” in the power flow, while the gear stage ZP2, the gear stage ZP7 or the gear stage ZPR in addition to the representation of the translations "1” , “9” or “R1” are to be switched on.
• the four gear stages ZPR, ZP2, ZP8 and ZP4 can be brought into operative connection with the countershaft 4 via the switching devices SE4 and SE5, a gear 12 of the gear stage ZPR, a gear 21 of the gear stage ZP2, a gear 81 of the gear stage ZP8 and a gear 41 the gear stage ZP4 are each designed as fixed wheels and are rotatably connected to the transmission central shaft 2.
• a gear 13 of the gear stage ZPR, a gear 22 of the gear stage ZP2, a gear 82 of the gear stage ZP8 and a gear 42 of the gear stage ZP4 are each formed as a loose wheel and rotatably mounted on the countershaft 4.
• the two gears 12 and 13 are in each case in engagement with an intermediate gear 14, whereby in the area of the gear stage ZPR the direction of rotation reversal required in the dual-clutch transmission 1 for the representation of a reverse drive operation can be represented.
• the idler gears 13, 22, 82 and 42 of the gear stages ZPR, ZP2, ZP8 and ZP4 are rotatably connected to the countershaft 4 respectively via the switching elements S7, S8, S9 or S10 of the switching devices S4 or S5.
• Another designed as idler gear 72 of the gear stage ZP7 is rotatably mounted on the countershaft 4 and rotatably coupled via the switching element S1 of the switching device SE1 with the countershaft 4, while a gear 61 of the gear stage ZP6 is designed as a fixed wheel and rotatably connected to the countershaft 4 is.
• Another gear 62 of the gear stage ZP6 is designed as a loose wheel and in the present case rotatably mounted on the transmission central shaft 2 and connected via the switching element S6 with this rotatably connected.
• a second gear 52 of the gear stage ZP5 is formed as a loose wheel, which is rotatably mounted on the hollow gear shaft 3 and via the switching element S4 of the switching device SE2 with the gear hollow shaft 3 or via the switching element S5 of the switching device SE3 rotatably connected to the transmission central shaft 2.
• the further toothed wheel 52 of the toothed wheel stage ZP5 which is connected to the toothed wheel connected to the hollow shaft 8 in a rotationally fixed manner.
• wheel 51 meshes with the countershaft 4 via the switching element S2 of the switching device SE1 coupled.
• the gear stages ZP7 and ZP3 are the first partial transmission 10 and the gear stages ZP6, ZPR, ZP2, ZP8 and ZP4 are associated with the second partial transmission. Due to the above-described possible coupling of the gear stage ZP5 with both the hollow gear shaft 3 and the transmission central shaft 2, the gear stage ZP5 can be assigned to both partial transmissions 10 and 11, this double assignment being a transmission interruption-free transmission ratio between an odd ratio "1", “3,” 5 ",” 7 “,” 9 "in the direction of a straight gear ratio” 2 ",” 4 “,” 6 “,” 8 “, with the exception of three to be switched only with traction interruption direct circuits of translation" 4 "," 6 “and” 8 "directly after translation” 1 ".
• the switching elements S1 to S10 are to represent the translations "1" to “9” for forward drive and to display the translations "R1" and “R2" for reverse drive according to the switching logic shown in detail in Fig. 2, wherein in each case the switching elements S1 until S10 is to be closed to represent one of the translations "1" to "R2" or to be kept in the closed operating state, the cells of which are each filled with the letter X, while the further switching elements S1 to S10, whose associated cells are empty, in to transfer their open operating state or to be left in this.
• the load switching element K1 or K2 marked with the letter X is to be transferred to the closed operating state, while the respective other load switching element K2 or K1, whose associated cell is free, is to be opened.
• the wheel set shown in Fig. 1 is functionally similar changed by the below described in detail different positioning of the gear stages ZP2 to ZPR and the switching devices SE1 to SE5 or their switching elements S1 to S10, wherein the preferably designed as synchronizations switching elements S1 to S10 according to the in Fig. 3 table are assigned to the gear stages ZP2 to ZPR fixed. Due to this fixed assignment, the switching matrix shown in FIG. 2 does not change as a result of a positioning of the gear stages ZP2 to ZPR which are in the present case designed as spur gear stages and differ from the arrangement of the gear stages ZP2 to ZPR shown in FIG.
• the switching element S1 is the gear stage ZP7
• the switching element S2 is the gear stage ZP3 and ZP5
• the switching element S4 is the gear stage ZP5
• the switching element S5 is the gear stage ZP5
• the switching element S6 is the gear stage ZP6
• the switching element S7 is the gear stage ZPR
• the switching element S8 is the gear stage ZP2
• the switching element S9 is the gear stage ZP8
• the switching elements S10 is associated with the gear stage ZP4.
• the gear stages ZP7, ZP3 and ZP5 of the first subgear 10 are arranged between the powershift elements K1 and K2 and the gearwheel stages ZP6, ZPR, ZP2, ZP8 and ZP4 assigned to the second subgear.
• the gear stages ZP6, ZPR, ZP2, ZP8 and ZP4 between the load switching elements K1 and K2 and the gear stages ZP5, ZP3, and ZP7 of the first partial transmission 1 0 are arranged, the deviating from Fig. 1 arrangement variant represents an exchange of the two partial transmission 10 and 1 1, which is to be completed by mirroring the dual clutch transmission 1 along the line L1.
• the gear stages ZP6, ZPR, ZP2, ZP8 and ZP4 are interchangeable in the axial extent of the transmission central shaft 2 of the dual-clutch transmission 1 in the manner described in more detail in FIGS. 4 to 6 without changing the functionality of the dual-clutch transmission 1 described in more detail in FIG. 1.
• the gear stages ZPR and ZP2 and the gear stages ZP8 and ZP4 are different 1 of the arrangement variant shown in Fig.
• the gear stages ZP8 and ZP4 can be switched into the power flow via the common shifting device SE5, wherein the gear stage ZP8 in the axial extent of the transmission central shaft 2 with respect to the associated switching device SE5 on a side of the switching device SE5 and the gear stage ZP4 facing the powershift elements K1 and K2 a side facing away from the load switching elements K1 and K2 side of the switching device SE5 is arranged.
• the gear stage ZP4 on the load switching elements K1 and K2 facing side of the switching device SE5 and the gear stage ZP8 on the load switching elements K1 and K2 side facing away from the switching device SE5 can be arranged.
• the two gear stages ZPR and ZP2 of the second partial transmission 1 1 can be connected via the common switching device SE4 in the power flow of the dual clutch transmission 1.
• the further hollow shaft 9 is arranged either directly on the transmission central shaft 2 or as shown in the drawing on the transmission hollow shaft 3.
• the gear stage ZP6 can be coupled to the transmission central shaft 2 or the hollow gear shaft 6 as a function of the respective arrangement variant via the shifting element S6.
• the gearwheel stage ZP3 and the gearwheel stage ZP7 can be coupled to the transmission central shaft 2 or the hollow transmission shaft 3 and to the countershaft 4 as a function of the respectively selected arrangement variant of the gear stages ZP2 to ZPR of the dual clutch transmission 1 via the shifting elements S1, S2 and S3 of the shifting mechanisms SE1 and SE2.
• gear stage ZP6 and the gear stages ZP4 and ZP8 is the gear stage ZP6 and one of the gear stages ZP4 or ZP8 switchable via a common switching device in the power flow, while the gear stage ZP8 or ZP4 and the gear stage ZP5, which is coupled to the transmission central shaft 2, the hollow gear shaft 3 and the countershaft 4, in each case via a common switching device in the power flow switchable are.
• the idler gears 13, 22, 82 and 42 of the gear stages ZPR, ZP2, ZP8 and ZP4 are arranged as a function of the particular arrangement variant of the gear stages ZP2 to ZPR of the dual clutch transmission 1 on the transmission central shaft 2, the hollow gear shaft 3 and / or on the countershaft 4 and via the switching device SE4 and the switching device SE5 each coupled to one of the waves.
• an output 15 of the dual clutch transmission 1 is provided coaxially with the countershaft 4 and the dual clutch transmission 1 is formed only with a transmission output.
• the output 15 of the dual-clutch transmission can be coupled via corresponding devices with at least one drivable vehicle axle.
• a transfer case can be connected downstream of the dual-clutch transmission 1, via which the torque guided in the region of the gear stage ZP4 via the output 15 from the dual-clutch transmission 1 can be distributed between a plurality of drivable vehicle axles.
• the axial offset is realized in this way in a structurally simple manner via an additional output constant gear pair 17, wherein a gear 18 of the output constant gear pair 17 designed as a fixed gear rotates with the countershaft 4 in the manner illustrated in FIGS. 4 and 5 connected is.
• the gear 18 meshes with a gear 19 of the output constant gear pair 17, which is connected to the output 15 and / or the output 16.
• the output constant gear pair 17 is provided in the axial extension of the transmission central shaft 2 on the side of the gear stage ZP4 facing away from the gear stage ZP8, the gear 18 being arranged coaxially with the transmission central shaft 2 and rotatably mounted thereon is.
• the gear 19 of the output constant gear pair 17 is spatially arranged axially between the gear stage ZP6 and the gear stage ZPR.
• the output 151 and the further output 161 are also arranged with an offset to the countershaft 4 and the transmission central shaft 2, wherein the fixed gear of the output constant gear pair 17 in the present case, the fixed gear 61 of the gear stage ZP6, with the the gear 19 is engaged.
• the dual-clutch transmission 1 is additionally formed with at least one electric machine 20.
• the electric machine 20 can be mechanically switched into the power flow of the dual-clutch transmission 1.
• the electric machine 20 is to be connected to one of the shafts of the wheelset of the dual-clutch transmission 1. It is possible to provide an operative connection between the electric machine 20 and the dual-clutch transmission 1 in the region of a fixed wheel or a loose wheel of the wheel set of the dual-clutch transmission 1 or to connect the electric machine 20 in the region of an additional fixed wheel to the wheelset.
• An advantageous operative connection between the electric machine 20 and the power flow of the dual-clutch transmission 1 is present if both the operative connection between the electric machine 20 and the load switching elements K1 and K2 and between the electric machine 20 and the output 15 or 16 or 151 or 161 is switchable as a function of the particular operating state of the vehicle drive train and the electric machine, since then various hybrid functions, such as a charging of the electrical machine 20 associated electrical memory at standstill of the vehicle or a purely electric driving, then during a motor operation of the electric machine 20 is realized, can be displayed.
• a connection of the electric machine 20 to the dual-clutch transmission 1 in the region of the gear stages ZP7, ZP3 or ZP5 is particularly suitable taking into account the above explanations.
• the dual clutch transmission 1 according to the invention is in the present case designed with five packetized coupling devices or the five switching devices SE1 to SE5, which can be actuated via only five actuators.
• the dual-clutch transmission 1 is space-saving designed with only eight wheel planes to represent at least nine translations "1" to "9” for forward drive and two translations "R1", “R2” for reversing.
• the sixth translation "6" can be executed as a direct gear.
• the dual-clutch transmission 1 Due to the execution of the first ratio "1" and the ninth gear ratio “9" for forward travel as Windungs Vietnamese, the dual-clutch transmission 1 has a reduced mechanical spread and thus low speed losses. Furthermore, the dual-clutch transmission 1 is also characterized by a good load shifting capability and by a good hybridisability.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Transportation (AREA)
• Structure Of Transmissions (AREA)
• Control Of Transmission Device (AREA)
• Transmission Devices (AREA)

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• 2010
  • 2010-09-13 DE DE102010040659A patent/DE102010040659A1/de not_active Withdrawn
• 2011
  • 2011-08-03 JP JP2013527520A patent/JP5826849B2/ja not_active Expired - Fee Related
  • 2011-08-03 WO PCT/EP2011/063332 patent/WO2012034777A1/de active Application Filing
  • 2011-08-03 EP EP11738734.0A patent/EP2616710B1/de not_active Not-in-force
  • 2011-08-03 CN CN201180043900.9A patent/CN103097768B/zh not_active Expired - Fee Related
  • 2011-08-03 US US13/822,004 patent/US9032823B2/en not_active Expired - Fee Related

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